N.a.C.a. Aircraft Circular No.18 - 1926-10 - The de Havilland Moth

8/17/2019 N.a.C.a. Aircraft Circular No.18 - 1926-10 - The de Havilland Moth

1/8

AIRCRAFT CIRCULARS

NATIONAL ADVISORY COLITTEE FOR AERONAUTICS

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THE DE HAVILLA:D 'HO:H

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Viashinton

October, 1926


2/8

NATIONAL ADVISO1 CITTEE FOR AERONAUTICS

AIRCRAFT CIRCULAR NO 18.

TIZ DE HAVILLAND IIMOTH.*

From 7hichever point of view one regards it, the de Havil-

land

Mot

must be considered a very fine little airplane. It

may be argued that it is not a light airplane, in the sense of

the term that has come to be commonly accepted, but it is a low-

power airplane with a good performance. The engine, the Aircraft

Disposal Co.'s Cirrus, is of fairly large capacity (4500 cm)

(274.6 cu.in

.), and is capable of flying the airplane quite

strongly Without being run at its maximum permissible revolutions.

This, naturally, means that there is a good power reserve to en-

able the airplane to take off from a reasonably small field, so

that the Moth, both on this account and also because of the

fairly high

top speed which enables headway

to be made

against a

head wind,

is well suited for cross-country

flying o

r

touring.

It is particularly suitable for school work and joy-riding, but

one can foresee a number of other uses to which it can be put.

As a fairly low-priced, airplane for the owner-pilot the -type

should have much to recommend it, especially as its construction

is of the simplest and most straightforward, while the Cirrus

engine is so much of the motor-car type that anyone with motor-

t h

car experience should easily be able to look after it. Moreover,/

* From Flight, March 5, 1925.


3/8

N A C A Aircraft Circular No 18

engine has been designed to give very long service without over-

haul, so that the maintenance should be well within the capabil-

ities of the average motorist.

Simplicity and robustness are the main features of the

&e Havilland Loth, or D.H.60, its official type designation.

The number of fittings used, for example, has been reduced to

an absolute minimum, and such few as are employed are of very

simple form, cheap to manufacture and not likely to require much

attention during use. The fuselage, for instance, is a box co-.

l

posed of four longerons, straight plain vertical and horizontal

struts, and the whole covered with sheet ply-wood. This type

of construction has now been employed for many years by Cap'tain

de Havilland, and has stood the test of time. In actual use it

standsup well to fairly rough handling, and at the same time it

is a form of construction comparatively cheap both in small num-

bers and in large quantities. The sides and bottom are flat -

but the top is deeply cambered. The struts in sides and bottom

are not directly attached to the longerons, but are held in place

by the three-ply covering, whereas the top (which is, of course,

open under the fairing) has its struts secured by angle brackets

and bolts to the top longerons, as shown in Fig. 2.

The two cockpits are arranged in the usual fashion, that at

the rear being normally intended for the pilot, although when

dual controls are fitted the airplane is, of course, flown from

either cockpit provided the airplane is trimmed by carrying a


4/8

N.A.C.A. Aircraft Circular No.. 18

passenger, or equivalent load, in the-rear cockpit. From Figs.

1, 2, 3 and 4, it will be seen that the view from the rear cock-

pit is very good, while that from the front cockpit is excellent.

The seat is

domfortable and the cockpit exceptionally roomy for

such a small airplane. A speaking tube is fitted in the cockpit,

so as to facilitate communication between pilot and passenger or

pupil. Access to the front cockpit is facilitated by a small

door in the coaming, which allows of stepping from the lower

wing into the cockpit without any great diffic ulty. When closed

the door is kept in place by a simple spring-loaded bolt, which

can easily be withdrawn by the passenger himself.

The landing gear is of the plain V-type, with the rear

legs in the form of telescopic tubes sprung by rubber blocks

working in compression. The rubber is enclosed in a cylindrical

metal casing, so that the light is kept away from it, and it

should thus last almost indefinitely. The travel on the legs is

not long, some 4 inches or so

, but appears to be ample, and the

airplane displayed not the slightest tendency to bounce.

The Cirrus engine has its four feet resting on the top

longerons, which are specially strengthened for the, purpose, and

a very neat cowling surrounds all but the top of the cylinders.

In the first airplane the exhaust pipe is crossed over the top

of the fuselage, to run along the starboard side, but in subse-

quent airplanes it will run straight down along the port side,

and the door to the front cockpit will be to starboard.. The two


5/8

N.A. C.A. Aircraft Circular No. 18

long breather pipes of the crankcase are hidden inside the en-

gine cowling, and help materially to keep the airplane clean.

The oil-filler cap, incorporated with the breather pipes, projects

through the cowling, and thus allows of replenishing the sump

without disturbing

anything. The carburetor is placed on the

side, above the cowling, where, in case of a backfire setting

any -small quantity of gasoline on fire, it is removed from any

inflammable part of the airplane, and

is

moreover, exposed to

the rush of air. A small metal shield serves to prevent the

carburetor from getting too cold. The gasoline supply (15 gal-

lons, nora1ly) is carried in the gavity

tank on the top center

section, and there are thus no gasoline bumps to get out of or-

der. The oil is carried in the sump of teengine. The gasoline

carried in the standard tank is sufficient fo± about 5 hours at

cruising sp

eed, or something like 325-35C

,iles. It is, however,

of interest to note that if the airplane does not carry a passen-

ger, and a gasoline tank is built into the fuselage, the gaso-

line capacity can be increased to suffice for about 12 hours

flying. A band-starter, operated by a lever in the pilot s

cockpit, enables the engine to be started without outside assist-

ance, as was repeatedly demonstrated by Mr. Broad.

The wing construction is extremely simple, with I-section

spars, routed out from the solid, and with very simple ribs

(Fig. 5)

The wing bracing is in the form of streamline wires,

.and there is but one pair of inter-

p

lane struts on each side.


6/8

N.-A..C.A.- AircTaf t Circular NO. 18

The wings have been. designed to fold, an operation occupying

buta few minutes and in the fold

e4

state the airplane only

occupie a : width c-orr eDondi.ng to te span of t he stabil izer,

or approximately 9 feet. Ai lerons are fitt ed to the .batt om

wing only, in. order to make them more accessible, but the lat-

eral control appears to be sufficient The ailerons

are hinged

at the top of the spar, instead of on the center li ne, and thus

it has been possible to cover the gap between wing and aileron

with a fabric stri p.

Performance

Speed at ground level

Stal li ng speed

Rate of climb at ground level

per minute,

Ceiling (absolute)

Range at cruising speed,

Gasoline consumption per gal.,

Oil consumption per hour,

91

M.P.H.

4 0

430

f t

13,000

4hr.

20

m i

1

pt.

Weights

Weight empty

f gasoline (15 gal.)

oil (i 1/8 gal.)

i

pilot

llonial useful load

Vie.ght with normal f ull load

770 lb.

1 1 0

1

1 6 0

1 9 0

1 2 4 0


7/8

229.Osq.f

22.0

11.5

11 it

12.25

H

3.12

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9.0

T I I

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II

ii

F i g 1

60 HP.

Cirrus ft. m

engines

0

1

2

4

5

6

72

Fig.1 DH-60 Moth airplane.

N.A.C.A. Aircraft Circular No.18

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N.a.C.a. Aircraft Circular No.18 - 1926-10 - The de Havilland Moth